Vehicle side wall longitudinal beam structure and straddle-type monorail vehicle

Abstract

The utility model provides a kind of vehicle side wall upper longitudinal beam structure and straddle-type monorail vehicle, it is related to rail transit vehicle technical field, and upper longitudinal beam structure includes sectional material body;Sectional material body is close to the side of side wall and is provided with at least one U-shaped recess for embedding window glass top in along vehicle length direction;The opening of U-shaped recess is towards vehicle side wall;Two side groove walls of U-shaped recess and groove bottom are set as round chamfer structure.U-shaped recess of sectional material body provides definite positioning and support for the installation of window glass, and two side groove walls of U-shaped recess and groove bottom are transitioned by round chamfer structure, effectively avoid the stress concentration problem possibly caused by traditional sharp corner.

Description

Technical Field

[0001] This utility model relates to the field of rail transit vehicle technology, specifically to a longitudinal beam structure on the side wall of a vehicle and a straddle-type monorail vehicle. Background Technology

[0002] Straddle-type monorail vehicles typically have multiple windows on their side walls. The longitudinal beams on these side walls, as key longitudinal load-bearing components, have weak points in their window corner areas, which are highly susceptible to fatigue cracking due to the complex alternating loads from vehicle operation over long periods. In related technologies, the longitudinal beams on the side walls often use aluminum profiles with uniform or simple variable cross-sections. Due to limitations in the extrusion process, these traditional profiles cannot be directly formed into mounting grooves with rounded corners at the window installation locations. To meet the strength and airtightness requirements of window installation and to achieve a rounded corner transition to reduce stress concentration, an additional window corner stiffener plate must be welded to the window corner area of ​​the profile during manufacturing.

[0003] This traditional "profile body + welded stiffener" solution has many inherent defects. For example, the introduction of welds leads to stress concentration. The weld itself is a geometric discontinuity, and stress concentration points are easily formed in its heat-affected zone. Under dynamic loads, the risk of fatigue cracks initiating at the weld increases significantly, seriously threatening the safety and service life of the vehicle body structure. Utility Model Content

[0004] The purpose of this invention is to improve the structural strength and fatigue performance of the upper longitudinal beam.

[0005] To address the aforementioned problems, this utility model provides a longitudinal beam structure on the side wall of a vehicle and a straddle-type monorail vehicle.

[0006] In a first aspect, the present invention provides a longitudinal beam structure for a vehicle side wall, comprising a profile body; the profile body having at least one U-shaped groove for mounting the top of a vehicle window glass on one side near the side wall along the length of the vehicle; the opening of the U-shaped groove facing the vehicle side wall; and the two side walls of the U-shaped groove being rounded with a chamfered structure between the groove bottom and the groove sides.

[0007] The beneficial effects of the longitudinal beam structure on the vehicle side wall of this utility model are: The U-shaped groove in the profile body of the upper longitudinal beam structure provides stable positioning and support for the installation of the vehicle window glass. Furthermore, the rounded chamfers between the two sides of the U-shaped groove and its bottom effectively avoid stress concentration problems that may occur with traditional sharp corners. Specifically, when the vehicle is subjected to complex alternating loads during operation, the rounded chamfers can disperse local stress through a smooth geometric transition, thereby significantly reducing the risk of fatigue crack initiation.

[0008] Optionally, the profile body also includes a support plate; the support plate is parallel to the profile body, the support plate is disposed in the U-shaped groove, and the two ends of the support plate are respectively connected to the two side walls of the U-shaped groove, and the side walls of the support plate are connected to the bottom of the U-shaped groove.

[0009] Optionally, the profile body and the support plate are integrally formed.

[0010] Optionally, the support plate is provided with an overflow groove for applying silicone sealant.

[0011] Optionally, the cross-section of the profile body is a variable cross-section structure, and the wall thickness on the side of the profile body closer to the side wall is greater than the wall thickness on the other side of the profile body.

[0012] Optionally, the profile body has at least one diagonal reinforcing rib inside.

[0013] Optionally, the profile body further includes a first welded insertion portion and a second welded insertion portion; the profile body is provided with a first welded insertion portion for insertion with the vehicle roof structure and a second welded insertion portion for insertion with the side wall structure on both sides perpendicular to the vehicle length direction.

[0014] Optionally, the wall thickness at both ends of the profile body along the vehicle's length direction is greater than the wall thickness in the middle region.

[0015] Optionally, the profile body also includes an internal positioning profile; the internal positioning profile is disposed on the side of the profile body facing the interior of the vehicle body.

[0016] Secondly, this utility model provides a straddle-type monorail vehicle, including the longitudinal beam structure on the vehicle side wall as described above. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the upper longitudinal beam structure in an embodiment of this utility model; Figure 2 for Figure 1 Side view; Explanation of reference numerals in the attached figures: 1. Profile body; 101. U-shaped groove; 2. Support plate; 3. Diagonal bracing rib; 4. Internal positioning profile; 5. First welded joint; 6. Second welded joint. Detailed Implementation

[0018] To make the above-mentioned objects, features, and advantages of this utility model more apparent and understandable, specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings. Although some embodiments of this utility model are shown in the drawings, it should be understood that this utility model can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this utility model. It should be understood that the drawings and embodiments of this utility model are for illustrative purposes only and are not intended to limit the scope of protection of this utility model.

[0019] The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to"; the term "based on" means "at least partially based on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; and the term "optionally" means "optional embodiments". Definitions of other terms will be given in the following description. It should be noted that the concepts of "first," "second," etc., mentioned in this utility model are only used to distinguish different devices, modules, or units, and are not used to limit the order of functions performed by these devices, modules, or units or their interdependencies.

[0020] It should be noted that the terms "one" and "multiple" used in this utility model are illustrative rather than restrictive. Those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0021] like Figure 1-2 As shown, the present invention provides a longitudinal beam structure for a vehicle side wall, including a profile body 1; the profile body 1 has at least one U-shaped groove 101 for mounting the top of a vehicle window glass on one side near the side wall along the length of the vehicle; the opening of the U-shaped groove 101 faces the vehicle side wall; the two sides of the groove wall and the bottom of the U-shaped groove 101 are provided with a rounded chamfer structure.

[0022] The profile body 1 can be understood as a metal component with a specific cross-sectional shape, which can be formed through extrusion or casting processes. For example, it can be manufactured using aluminum alloy through hot extrusion, or cast and then machined to meet design requirements. The U-shaped groove 101 is mainly designed for mounting the top of the vehicle window glass, and it can be formed directly by machining the side wall of the profile body 1, for example, by milling or stamping. Furthermore, the opening of the U-shaped groove 101 faces the side wall of the vehicle. This design facilitates the installation and positioning of the vehicle window glass, while ensuring the compatibility between the mounting groove and the side wall structure. Specifically, the two side walls and the bottom of the U-shaped groove 101 are set with a rounded chamfer structure. This rounded chamfer structure can be achieved through machining, mold forming, or subsequent grinding processes. Its main purpose is to reduce stress concentration and improve the fatigue performance of the structure.

[0023] Specifically, by directly integrating the U-shaped groove 101 and the rounded chamfer structure into the profile body 1, the defects introduced by traditional welding processes are fundamentally eliminated, achieving stress optimization and simplified manufacturing in the window installation area. Compared to the existing technology that requires additional welding of window corner stiffeners, this solution avoids stress concentration sources caused by weld geometric discontinuities, while reducing multiple processes such as welding and grinding, thereby improving production efficiency and structural reliability. In this embodiment, the U-shaped groove 101 of the profile body 1 provides clear positioning and support for the installation of the window glass, and the rounded chamfer structure provides a transition between the two side walls and the bottom of the U-shaped groove 101, effectively avoiding stress concentration problems that may be caused by traditional sharp corners. Specifically, when the vehicle is subjected to complex alternating loads during operation, the rounded chamfer structure can disperse local stress through a smooth geometric transition, thereby significantly reducing the risk of fatigue crack initiation. In addition, since the U-shaped groove 101 is directly integrated into the profile body 1, there is no need to additionally weld window corner stiffeners, fundamentally eliminating the potential defects of geometric discontinuities and heat-affected zones caused by welds. Therefore, the entire profile structure not only meets the strength and airtightness requirements for window installation, but also simplifies the production process through integrated design, improving the safety and service life of the overall structure.

[0024] Optionally, please combine Figure 1-2 The U-shaped groove 101 is provided with a support plate 2; the support plate 2 is parallel to the profile body 1, and the side walls of the support plate 2 are respectively connected to the two side walls and the bottom of the U-shaped groove 101.

[0025] Specifically, the support plate 2 refers to an internal support component used to enhance the structural strength of the U-shaped groove 101. In practical applications, the support plate 2 is designed to provide an additional rigid support path, thereby effectively distributing the load transmitted during the installation of the vehicle window glass. The parallel design of the support plate 2 and the profile body 1 can be understood as ensuring that both maintain a consistent force direction in space. This design ensures uniform distribution of alternating loads and avoids the formation of stress concentration points due to angular deviations. Furthermore, the sidewalls of the support plate 2 are connected to the two side walls and the bottom of the U-shaped groove 101, respectively. This fully connected method integrates the groove walls, bottom, and support plate 2 into a continuous integral frame, significantly improving bending and torsional stiffness.

[0026] In detail, by integrating the support plate 2 structure within the U-shaped groove 101, the overall rigidity and load transfer capacity of the groove are enhanced. The support plate 2 directly provides an internal support path, allowing the load during window glass installation to be distributed to the profile body 1, reducing the tendency of local deformation of the groove wall under dynamic loads. Simultaneously, the parallel design and full connection of the support plate 2 and the profile body 1 work together to form a continuous integral frame, significantly improving bending and torsional resistance. Furthermore, the stress distribution in the rounded chamfer area is more gradual, effectively suppressing the initiation and propagation of fatigue cracks. Moreover, since no additional welding of window corner stiffeners is required, the manufacturing process is simplified, eliminating the additional risks associated with welding, thereby further improving production efficiency and reducing manufacturing costs.

[0027] Optionally, the profile body 1 and the support plate 2 are integrally formed.

[0028] Specifically, integral molding refers to the process of forming a single structure from the profile body 1 and the support plate 2 through extrusion during manufacturing. In practical applications, this integral molding can be achieved through aluminum profile extrusion technology, which aims to avoid weld seam problems caused by traditional welding methods, thereby improving the overall reliability and manufacturing efficiency of the structure.

[0029] Optionally, the support plate 2 is provided with an overflow groove for applying glass glue.

[0030] Specifically, the overflow groove refers to a recessed structure formed on the surface of the support plate 2 that has a accommodating function. It can be implemented in various forms such as straight line, zigzag, or grid. In practical applications, the depth and width of the overflow groove can be adjusted according to the amount of glass glue applied. Its purpose is to effectively collect excess glue during the application process and prevent it from overflowing into non-bonding areas.

[0031] In detail, by integrating an overflow groove into the support plate 2, the geometric continuity between the support plate 2 and the U-shaped groove 101 is fully utilized. During the installation of the vehicle window glass, when the glass glue is applied to the mounting interface, excess glue will naturally flow to the overflow groove under pressure and be effectively contained within it. This design not only ensures the uniformity and integrity of the bonding interface but also significantly improves the airtightness of the vehicle window installation. At the same time, the presence of the overflow groove greatly reduces the amount of manual cleaning of excess glue, simplifies the manufacturing process, and improves production efficiency.

[0032] Optionally, please combine Figure 2 The cross-section of the profile body 1 is a variable cross-section structure, and the wall thickness of the profile body 1 on the side closest to the side wall is greater than the wall thickness of the other side of the profile body 1.

[0033] Specifically, a variable cross-section structure refers to a profile body 1 with different cross-sectional dimensions or shapes in different areas, which can achieve differentiated wall thickness distribution through extrusion processes. The purpose of setting a thicker wall on the side closer to the sidewall is to specifically strengthen the stress performance of the window corner area, thereby improving local stiffness and fatigue resistance by increasing the material thickness in high-stress areas.

[0034] In detail, by setting a larger wall thickness on the side of the profile body 1 near the sidewall, directly corresponding to the position of the window glass mounting groove, the concentrated load and dynamic alternating stress transmitted during vehicle operation are effectively addressed. This design not only disperses stress distribution more evenly, but also reduces stress concentration points caused by geometric discontinuities, fundamentally solving the problem of fatigue cracks easily occurring in the window corner area.

[0035] Optionally, please combine Figure 2 The profile body 1 has at least one diagonal reinforcing rib 3 inside.

[0036] Specifically, the diagonal bracing 3 refers to a reinforcing structure arranged inside the profile body 1. It can be made of metal and integrally formed with the profile body 1 through an extrusion molding process, or it can be an independent component fixed inside the profile body 1 by mechanical connection. Its purpose is to disperse the concentrated stress in the window corner area by optimizing the load transfer path, thereby improving the fatigue resistance of the overall structure.

[0037] In detail, by integrating diagonal reinforcing ribs 3 within the profile body 1, the structural strength of the window corner area is specifically enhanced. The diagonal reinforcing ribs 3 are arranged obliquely, which disperses the concentrated stress generated in the window mounting area to other parts of the profile body 1 in multiple directions, preventing excessive accumulation of localized stress. Simultaneously, the design of at least one rib ensures the reliability and adaptability of the reinforced structure, meeting strength requirements under different working conditions while preventing overall performance degradation due to single-point failure. Multiple diagonal reinforcing ribs 3 can be sequentially and intersecting within the profile, with adjacent ribs forming a triangular shape to improve strength.

[0038] Optionally, please combine Figure 2 The profile body 1 has a first welding insertion part 5 for connecting with the vehicle roof structure and a second welding insertion part 6 for connecting with the side wall structure on both sides perpendicular to the vehicle length direction.

[0039] Specifically, the first welded connector 5 refers to a structure capable of forming a precise plug-in fit with the vehicle roof structure. It can be implemented using a protruding structure, a snap-fit ​​structure, or other connection forms with similar functions. The purpose is to ensure a stable connection between the profile body 1 and the roof structure, while avoiding interface gaps caused by additional fasteners or welding. The second welded connector 6 has the same function as the first welded connector 5.

[0040] In detail, this technical solution fundamentally solves the stress concentration problem in the connection area and avoids structural defects caused by traditional welding processes by directly integrating the first welded insertion part 5 and the second welded insertion part 6 onto the profile body 1. Specifically, the first welded insertion part 5 and the second welded insertion part 6 are respectively provided on both sides of the profile body 1 perpendicular to the vehicle length direction. This design makes full use of the process characteristics of aluminum profile extrusion molding, so that the welded insertion part is seamlessly integrated with the body. The first welded insertion part 5 ensures a precise insertion fit with the vehicle roof structure, eliminating interface gaps caused by additional fasteners or welding, thereby maintaining the stability and sealing of the connection during dynamic operation.

[0041] Optionally, the wall thickness of the profile body 1 at both ends in the vehicle length direction is greater than the wall thickness of the middle region.

[0042] Specifically, the differential wall thickness design is based on the actual situation that the end regions of the vehicle bear greater dynamic loads during operation, and improves structural strength by optimizing material distribution. The purpose of this design is to effectively distribute the load, avoid excessively high local stress peaks, and thus reduce the risk of fatigue crack initiation.

[0043] In detail, by setting greater wall thickness at both ends of the profile body 1, the stress concentration problem in the end region is specifically addressed. Since the end region is a weak point in the structure, increasing the wall thickness provides more robust material support, resulting in a more uniform stress distribution. Simultaneously, this differential wall thickness design matches the variable cross-section structure, simplifying the manufacturing process and improving the overall strength and durability of the structure.

[0044] Optionally, please combine Figure 2 An interior positioning profile 4 for installing interior structures is provided on the side of the profile body 1 facing the interior of the vehicle body.

[0045] Specifically, the internal positioning profile 4 refers to a dedicated positioning structure integrated into the profile body 1, which can be implemented using protrusions, grooves, or combinations thereof with specific geometric shapes. The purpose of this design is to provide a precise installation reference for the internal structure. In practical applications, the internal positioning profile 4 can be manufactured integrally with the profile body 1 through an extrusion molding process to ensure its structural strength and positioning accuracy.

[0046] Specifically, by integrating the interior positioning profile 4 onto the side of the profile body 1 facing the vehicle body, the positioning problem during the installation of the interior structure is effectively solved. As part of the profile body 1, the interior positioning profile 4 directly provides a geometric reference for embedding and fixing the interior structure, enabling precise positioning during installation without relying on external auxiliary tools. Furthermore, since the interior positioning profile 4 and the profile body 1 form a unified integral structure, it not only simplifies the assembly steps but also significantly improves the stability and reliability of the connection between the interior structure and the vehicle body.

[0047] This utility model provides a straddle-type monorail vehicle, including the longitudinal beam structure on the vehicle side wall as described above.

[0048] The beneficial effects of the straddle-type monorail vehicle in this embodiment compared to the prior art are the same as those of the longitudinal beam structure on the vehicle side wall described above, and will not be repeated here.

[0049] Although the present invention has been disclosed above, its protection scope is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the protection scope of the present invention.

Claims

1. A longitudinal beam structure for a vehicle side wall, characterized in that, The profile body (1) includes at least one U-shaped groove (101) for mounting the top of the window glass on one side of the profile body (1) near the side wall along the length of the vehicle; the opening of the U-shaped groove (101) faces the side wall of the vehicle; the two sides of the groove wall and the bottom of the U-shaped groove (101) are provided with a rounded chamfer structure.

2. The longitudinal beam structure on the vehicle side wall according to claim 1, characterized in that, It also includes a support plate (2); the support plate (2) is parallel to the profile body (1), the support plate (2) is disposed in the U-shaped groove (101), and the two ends of the support plate (2) are respectively connected to the two side walls of the U-shaped groove (101), and the side wall of the support plate (2) is connected to the bottom of the U-shaped groove (101).

3. The longitudinal beam structure on the vehicle side wall according to claim 2, characterized in that, The profile body (1) and the support plate (2) are integrally formed.

4. The longitudinal beam structure on the vehicle side wall according to claim 2, characterized in that, The support plate (2) is provided with an overflow groove for applying glass glue.

5. The longitudinal beam structure on the vehicle side wall according to claim 1, characterized in that, The cross-section of the profile body (1) is a variable cross-section structure, wherein the wall thickness of the profile body (1) on the side closest to the side wall is greater than the wall thickness of the other side of the profile body (1).

6. The longitudinal beam structure on the vehicle side wall according to claim 5, characterized in that, The profile body (1) has at least one diagonal reinforcing rib (3) inside.

7. The longitudinal beam structure on the vehicle side wall according to claim 1, characterized in that, It also includes a first welding insertion part (5) and a second welding insertion part (6). The profile body (1) is provided with a first welding insertion part (5) for insertion with the vehicle roof structure and a second welding insertion part (6) for insertion with the side wall structure on both sides perpendicular to the vehicle length direction.

8. The longitudinal beam structure on the vehicle side wall according to claim 1, characterized in that, The wall thickness of the profile body (1) at both ends in the vehicle length direction is greater than the wall thickness of the middle region.

9. The longitudinal beam structure on the vehicle side wall according to claim 1, characterized in that, It also includes an interior positioning profile (4), on the side of the profile body (1) facing the interior of the vehicle body, the interior positioning profile (4) is provided for installing the interior structure.

10. A straddle-type monorail vehicle, characterized in that, Includes the longitudinal beam structure on the vehicle side wall as described in any one of claims 1 to 9.

Images